ambler



' (No Model.) 5 SheetS-She'et 1.

A. I. AMBLER.

ELECTRIC RAILWAY BRAKE.

No. 461,770. Patented Oot.20,1891.

v IC 1 h k JEN-$1M qwitmemo (No Model.) 5 Sheets-Sheet 2.

A. I. AMBLER. ELEGTRIO RAILWAY BRAKE.

No. 461,770. Patented Oct. 20,1891.

a n m m Swim whet (No Model.) 5 Sheets-Sheet 3. A. I. AMBLER.

ELECTRIC RAILWAY BRAKE.

No. 461,770. Patented 00t.20.1891.

(No Model.) 5 Sheets-Sheet 4.

A. I. AMBLER. ELEGTRIG RAILWAY BRAKE.

Patented Oct. 20, 1891.

Qwit'naoaeo mulls vzmws cm. mum-mm, WASHINGYDN, n. c.

(No Model.) 5 Sheets-Sheet 5.

A. I. AMBLER.

ELECTRIC RAILWAY BRAKE.

Patented 0015.20, 1891.

NITED STATES PATENT FFI AUGUSTIN I. AMBLER, OF \VASHINGTON, DISTRICT OFCOLUMBIA, ASSIGNOR TO ROSELINE N. AMBLER, OF SAME PLACE.

ELECTRIC RAILWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 461,770, dated October20, 1891.

Application filed December 18,1890. $erial No. 375,162. (No model.) I ITo all whom it-may concern/.- drawings, by letters and numerals ofrefer- Be it known that LAUGUsTIN I. AMBLER, a ence, indicatingcorresponding parts in the citizen of the United States, residing at\Vashseveral figures, in whichington, in the District of Columbia, havein- Figure 1, Sheet 1, represents my invention 5 vented certain new anduseful Improvements as applied to a locomotive and tender com- 7 Y inElctric n g kes; and I do hereby bined, showing a switch-board,current-transdeclare the following to beafull, clear, and exmittingWires, storagebatteries, a reversible act description of the invention,such as will motor and connections, and the mechanis enable othersskilled in the art to which it for applying the power to thedriving-wheels IO appertains to make and use the same. of thelocomotive. Fig. 1 is a side View of The nature of my invention consistsin the the switchboard in elevation, showing asegapplication ofelectricity to the mechanical mental contact in open circuit attached bymeans employed to operate the brakes of a wire to the center post, aswitch-lever, bell train of cars, first, by the engineer on the 10- andsounder, and connections for operating 15 comotive in daily use; second,by the conthe same. Fig. 1 is a top or plan view of ductor from any carin the train, and, third, segmental contact, center post, and connectbyautomatically setting the brakes on each ing-wire. Fig. 2 representssuch parts as are car if the train accidentally breaks apart andintended to be applied in the equipment of the cars become detached andseparated. It each separate car, including couplers, stor- 7o 20embraces a primary system and a secondary age-batteries, a reversibleelectromotor and or sub system having certain elements that connectionsfor operating the same, also inact in common with both and certaindistinceluding a device having a continuous rope, a tive features inapplication and mode ofopermovable pulley, fixed pulleys, aswitch-lever, ation,hereinafter fully described and'shown. an auxiliarybattery, movable contact and 25 My invention has for its object first,to profixed contacts, and connections, as a sub-sysvide means wherebyordinary and emergency tern for operating the brakes on each car bybrakingmayhe donefromthelocomotive; sechand or automatically. Fig. 3represents the 0nd,'fr0n1 any car of the train, and, third, auinteriorof a car-body, showing a storagetomatically, as aforesaid; and, further,wherebattery and connections, a motor incased,in- 8o 0 by the brakes onthe driving-wheels of the locluding the device or sub-system l'oroperatcomotiveand the wheels of each car com posing ing the brakes as inthe former figure. Fig. the train may be instantaneously and simul- 4represents a diagrammatic 'view of the taneously applied and with equalpressure main-line Wires separated to show the runthroughout the train,and as instantaneously ning of the current, attached to the switch- 5released by the engineer upon the locomotive. board and forming acomplete circuit, openlo these ends the locomotive and tender andcircuit couplings, an inclosing cap in place, each car are fullyequipped with suitable actbranch Wires, batteries and motor, and secingand coacting mechanism and provided tious of continuous rope. Fig. d isaslightlywith the lectpoqnotive f ce required. modified form of theconstruction shown in 4o Inbonstrmting d lyingatrain-brake Fig. 1,Sheet 1. Fig, 5 is a sectional View of apparatus of this character Iemploy a suit the open-circuit coupling-blocks with coupableswitch-board having movable and fixed ling-key in place uniting thesame. Fig. 6 is contacts, main-line transmitting-wires, coupa back Viewof the inclosingcap to be used ling, branch wires. storage-batteries,reversiand applied to each open-circuit coupling 5 45 ble motors, switchlevers, worm or screw when the latter is not connected to the coupshaftsand connections, fixed and movable ling of an adjacent car, and alwaysto be appulleys, flexible connections, and the levers plied to theopen-circuit coupling on the rear and brakes of the hand-brake system asnow end of the'last carcomposing the train. This in cap must be appliedto all open-circuit coup- I00 5 I will now proceed to designate theseveral lings when disconnected at each end of the parts of myinvention, as illustrated by the car to protect the headings of thecurrent transmitting-wires from injury from dust, dirt, smoke or othercauses, as it is well known to persons skilled in the art that allcontacts must be kept in a clean and bright condition to secure a goodconductivity and the greatest etiiciency in practical use. Thisinclosing cap must be made of insulatingmaterial to preventshort-circuiting. Fig. 7 is an inside view of the insulated inclosingcap to cover the headings of the current transmitting-wires from contactwith injurious substances. Fig. 8, Sheet 2, shows a sectional view ofthe inclosiug cap connected to the open-circuit coupling-block insection, with coupling kept in place. Figs. 9, 10, 11, 12, and 13, Sheet4: Fig. 9 shows a continuous rope and coupling-hooks, similar to abell-rope fastened to a switch lever on the locomotive and to a fixtureon the rear end of the last car, engaging fixed pulleys, and a movablepulley pivoted to an arm of a switch-lever on each car to operate thebrakes by hand or automatically. Fig. 10 is a side View, partly insection, of screw-shaft, transversing lug-nut, tubular coverings andconnections for transmitting power to the brakes. Fig. 11 is a plan viewof the same, showing tension or drawing rods, a movable pulley, fixedpulleys, and flexible connections for the same purpose, as stated above.Fig. 12 shows a detail of the invention to suspend the movable pulley,including a suspended track, a traversing pulley thereon, and a fixedpulley in line of draft. Fig. 13 shows in elevation the truckwheels of acar and the operating mech anism connected therewith, including a sideview, partly in elevation and partly in section, of the central devicelocated between the trucks of each car to operate the brakes. Fig. 14:,Sheet 5, is a side view showinga c011- tin uous rope with coupling-hooksbetween the cars similar to the bell-rope in ordinary use, engagingfixed pulleys on the upper circle and a movable pulley on the lowercircle and sections of the ends of each car. Fig. 15, same sheet, is aside view of a part of the apparatus as applied to each car, being amodification of Fig. 3, showing switclrboard mainline wires separatedfrom each other into distinct lines, and partly-separated branch wires,the latter being connected both with the linewires and each division ofthe battery that is, each branch wire is connected to the linewire andto the division of the battery in circuit, showing also motor casing,solenoid, and battery to energize the same, connecting wires, and thedevice or sub-system to operate the brakes automatically or -by hand.

A is the switclnboard on thelocomotive for operating the brakes of allthe cars throughout the train by the engineer. This board is circular inform, sunk in the central portion of non-conducting material, and soconstructed as to separate and insulate the metallic electric conductingparts from each other when not in circuit and to limit the movementofthe movable contact. Upon the switch-board there is located aswitch-lever or movable contact-arm A, having a segmental plate Aattached thereto, arranged concentrically and pivoted to a metalconducting center post A to close and open the circuit both in settingand in releasing the brakes. This switch-board is further provided withfixed metallic contact-pieces arranged concentrically around a part ofthe periphery of the board (lettered a, b, c, d, and e) and insulatedfrom each other, and to each fixed contact-piece is connected one of themain-line current transmitting wires, respectively ,2, 3, 4,and 5.Line-wire 6, being a common return-current-transmitting wire for all thewires, is connected with the centerpost A of the switch-board,being thepivotal contact of the operating switch-lever A, through which all thecircuits are closed and opened. As shown, A is the movable contact andhas a lug A projecting downward on its underside to limit its movementin one direction. A is the segmental contact, and has a lug A turneddown on the inner side of the heading at the end to limit the movementin the opposite direction. A is the me tallic and conducting center-postof switchboard A, to which is attached the common return current wire 6.The non conducting part of the switch-board separating the contacts (Zand 6 extends outward beyond the outer circle of the switch-boardlettered (Z, and between fixed contacts 0 and (Z the same materialextends inward beyond the inner circle lettered c.

Numerals 1, 2, 3, 4, and 5 are the main-line transmitting-wires,respectively connected with fixed contact-pieces a, b, 0, cl, and e, asstated, and extending continuously through each car, and by means of theopen-circuit and connecting coupling-blocks throughout the entire trainto the rear end of the last car.

6 is the common main-line return-current wire, referred to, runningthrough the entire train to complete the circuit for all thetransmitting-wires.

1" 2 3 at are branch wires, connecting the corresponding line-wires withthe poles of the several divisions of the battery in circuit.

7 is a wire connecting the pole of each separate division of the mainbattery 1-} by means of branch wires 7 7 7 7 and the field-magnets ofthe electromotor, and 0" (i are the branch wires on each car fortransmitting return currents after passing through all parts of themotor and connections in circuit to the mainline return-current wire 6to the center-postA.

8 is a wire connecting the fixed contact of one pole of each division ofthe main battery by means of the branch wires S 8'" 8 S.

8 is a branch wire connecting return-current wires F and 6, afterpassing through the motor, with the movable contact in the boss end ofswitch-lever H, to complete an independent circuit as a part of thesub-system for use in cases of emergency.

The auxiliary battery B is not deemed of ITO any certain advantagebeyond the necessity of completing the circuit, as illustrated in thedrawings, and possibly in practical use by supplying two additionalvolts to the electro-motive force to the motor in its connection withthe main battery in case of application for quick stops in cases ofemergency, for which alone it is brought into use.

9 is a branch wire connecting line-wire 5 with an auxiliary battery toenergize solenoid and reverse motor, (illustrated in Figs. 1, 2, 3, and15, Sheet 5, of the drawings;) 9', wire connecting battery withsolenoid, and 9 returncurrent wire to 6 to line-wire 6.

B is the main working storage-battery on each car connected both inseries and parallel to energize the magnets and armature of the motor.13 B" 0 are placed in series, and B 13 B B, in Fig. 1, Sheet 1, areplaced in parallel with the numerals, as indicated, and in Fig. 2, Sheet2, they are also in parallel, and are indicated as follows: B B B B alsoas in Fig. 15, Sheet 5. These letters and numerals represent,respectively, the divisions of the battery, and they must be placed asindicated to form a part of the circuit for the running of the currentthrough them.

B B are batteries by which the circuit may be closed on each car tooperate the brakes separately, either by hand or automatically, if thetrain breaks apart. One pole of this battery being connected with allthe poles in circuit of all divisions of battery B, the current passesthrough all divisions of the battery, and thence to and through themotor,

and by return-current branch wires F 6, and branch wire 8 to the movablecontact h on the boss end of switch-lever H, and when the circuit isclosed to the return-pole contact at 7L2 of battery B completing anindependent circuit on each car.

13 is a battery to energize solenoid to reverse motor and release thebrakes.

C O are the open-circuit couplings or coupling-blocks between cars forconnecting mainline wires. These coupling-blocks are made ofnon-conducting material and are provided with fixed contact-plates G,and connecting wires, also with a centrally-located key-hole C andcoupling-key C for coupling the blocks of adjacent cars. On one sidethey are provided with a recess 0 to retain the coupling-key in placewhen connected together. They are also so constructed as to insulate thewires and headings from each other. The headings and wires are alsosecurely fastened therein and each heading is stamped with the numeralbelonging thereto, commencing at the bottom, as shown. Coupling-key C isprovided with a spring C and a pressure-cap C.

O is a handle to bring coupling-blocks together, and C the means forsuspending the couplings from the top of the car-body. It will bereadily seen that the usual amount of slack should-be provided betweenthe cars.

D is the magnet of motor; D, armature;

D upper contact-brush; D commutator; D under contact-brush; D shaft ofmotor; 1), sprocket-wheel of motor; D sprocket-chain or band or ropeconnection, with corresponding wheel on screw-shaft; D wheel on end ofworm-shaft to rotate the same; E, switch-lever to reverse motor; E,solenoid; E armature of solenoid to operate switch E; E extended arm ofswitch-lever to reverse the motor by hand; E spring with hook to holdlever in contact; F, wire connecting magnet with fixed contact g; F,wire connecting movable contact h on switch-lever E with uppercontact-brush D F wire connecting under contact-brush D with fixedcontact i; F

wire connecting movable contactj on switch E with branch return-currentwire (i these contacts being closed and shown in circuit; G, wireconnecting magnet with movable contact is (open circuit shown) on switchE; G, wire connecting fixed co ntactl with under b1.ush D G wireconnecting upper contact brush D with movable contact m on lever E, opencircuit; G wire connecting fixed contact n with return-current wire 6.

H is a switch-lever to close circuit, either by hand or automatically,if the train breaks apart. This lever is provided with a boss H and arecess H at one end, and with a spring H to give elasticity to thecontact, and at the other end with a handle 11 to operate the same byhand, also a spring Hflhaving a dog or catch H to hold this lever incontact, and a knob H to release the same.

h is a movable contact at the boss end of switch-lever H.

7L2 is a fixed contact at the left pole of battery B and 7L3 is a fixedcontact at the other pole of the same battery. Fixed contact 722 may belocated and secured at any convenient place in the car, so thatconnection may be made by the downward movement of the movable contact hat theboss of the switchlever 1-1, said contact 7L2 being directly connected by transmitting current-wires with all the poles of the mainbattery to complete an.

independent circuit, and by such an arrangement the battery itself maybe dispensed with, as heretofore indicated. Vith this lever, by means ofa continuous rope H movble pulley H pivoted thereto, and two fixedpulleys H H the contacts may be closed and the cars broken by a pull orstrain upon said rope from any part" of any given car; or the engineermay use it on the locomotive for the same purpose, and it the trainbreaks apart the pull or strain upon this rope will automaticallyset'the brakes on each and every car composing the train bythe upwardmovement of the movable pulley H and the downward movement ofthe otherend of lever H to contact with the fixed contact h of one pole of thebattery 13, by which the full force of battery 13 is brought into useand the full power of the motor is communicated to the screw-shaft, andby the mechanism employed the brakes are on each car brought practicallyinstantaneously to the maximum of pressure, either by means of tensionupon the rope or by hand. The rope, it will be seen, is in all respectsprecisely like the bell-rope now in constant use, and it is fastened atboth ends of the train-at the locomotive to the lever, as shown in Fig.1, Sheet 1, and at the rear end of the last car in the train, allowing,as now used, the usual amount of slack. This rope 11 passes over andengages the fixed pulleys H H and passes under and engages the movablepulley H pivoted to .the lever H, and when a sufficient pull or strainis made upon the rope, either by hand or the breaking apart of thetrain, the brakes will be applied upon every car composing the train,whether detached or not.

I is the screw-shaft, upon which a thread is out about half-way of itslength.

I is a traversing nut made to fit the screw or screw-shaft and traversethereon. This nut has two lugs l opposite to each other at one end, andat the other end it is securely connected to a tube-covering 1 said tubehaving a heading 1* at the other end secured thereto. This heading hastwo projections or lugs 1 opposite to each other. This heading andconnecting-tube enter a larger'st-ationary tube or covering 1 andtelescope therein. This latter tube has grooves or channels 1 in whichthe lugs 1 move in the stationary tube or covering 1 to prevent the inner tube and traversing nut from turning with the movement of thescrew-shaft. These tubes or coverings are for the twofold purpose ofkeeping dust and dirt from the screw-shaft and protecting the same andfor providing a reservoir for oil for the lubrication of the workingparts, which is supplied by suitable oil'cups in the usual way. The lugs1 have holes for the passage and application of two drawing-rods J J.

J is a heading connecting the ends of the rods J J, through whichheading J, and securely connected thereto in the line of draft, is awire rope J which rope is attached to a stirrup or clevis J connectingsaid rope with a movable pulley J, said rope having passed over andengaged with a fixed pulleyJ Said pulley J engages on its upper side awire rope J There are also two fixed pulleys J J one on each side ofpulley J the bottoms of which are in line with the top of pulley J Thesepulleys engage on the undercircle with wire rope J while pulley Jengages the same rope between the two pulleys on the upper circle. Thiswire rope being connected with the long arms of the truck-levers, asshown in Fig. 13, Sheet 4. It will be seen that the movement of the nutupon the worm-shaft and the upward movement of the pulley J will drawthe wire rope Jin to a loop or bight, (see dotted lines, same figure)the effect of which is-to shorten the distance between the connectedlong arms of the truck-levers, and thereby set the brakes on each car.The reverse movement releases them.

The truclcwheels, levers, brake-beams, and shoes and their connections,as in common use, are so clearly shown in Fig. 13, Sheet 4, that nodetail description is necessary.

In Fig. 1, Sheet 1, representing that part of the invention as appliedto the brakes of tho driving-wheels of the locomotive, the followingletters indicate the several parts: K is a turn-up or goose-neck on theend of the operating-rod to bring the draft in line with the center ofthe worm-shaft. This end of the rod runs in a groove or channel-frame,and has anti-friction rollers therefor. K is a combination brake-rodconnecting all the brakebeams of the locomotive. This rod is made inthree parts connected together by means of con lings K and there are fored thereon at the proper places on the connecting-rod suitable collars Kto keep the brake-shoes oil? the tread of the wheels when not in use inbraking. These collars might be made with a collar fastened on the rodby set-screws, or by other means; but they would be less secure andtherefore objectionable. This rod has also threaded parts, as shown,between the brake-beams and abutting jam-nuts, and at the couplingsconnecting the three parts of the brake-rod and nuts K and springs Kintervening between the brake-beams and the nuts, as clearly shown, thenuts serving as abutments for said spring. The object of making the rodin three parts is to enable me to use forged bearings thereon, and ofthe spring to equalize and give elasticity to the pressure when broughtinto use.

In Figs. 1, Sheet 1, and 4, Sheet 3, L is the switch-lever to operate anindependent segmental contact by means of the rope II con nectedtherewith. This lever is made with a boss and recess havinga metal rodconnected with the segmental contact passing down' through the bottom ofthe same, but insulated therefrom. L is the segmental contact. L is atransmitting-wire connecting said cohtact with center post ofswitch-board A. L is a rubber tube to give elasticity to thecontactpressure when engaged, and extends from the segmental contact to thebottom of the recess. L is the metal rod; M, pressurespring connectedwith switch-board and lever L to press down lever and segmental contactout of circuit; M, spring slanting-catch to hold segmental plate incontact when in circuit; M knob to release the same; N N are thesignal-bell and sounder attached to the frame and lever L.

In order to a clear understanding of the operation of the invention Iwill proceed to describe the same. First I will state that theelectro-motive force is divided into four divisions or parts for thepurpose of effecting four diiierent kinds of stops: first, to slowdowngrade; second, to make a moderate stop; third, a quick stop, and,fourth,an emergency stop. Second, the current should only be used inordinary braking for the few seconds required in bringing the brakes tothe maximum of pressure required, when the circuit should be opened andthecurrent out off. In slowing downgrade the engineer will move hiscontact-arm A into contact with fixed contact a on his switch-board, andas soon as the brakes are applied return his arm A to its normallocation on the insulated part of the board, as the thread of the wormshould have such pitch both for power and resistance to reaction that itwill practically hold all it gets without any further flow of current.The circuit being thus closed, the current will run on the main-linewire I from fixed contact a on switch-board A on the locomotive tobranch wire 1 on each ear, thence to one pole of division B' of batteryB (see Fig. 15, Sheet 5,) through same in series to the opposite pole B(see Figs. 1 and 2,) thence by wires? and 7 to the magnet of the motor,thence by wires F and F to upper brush l) by commutator D to and througharmature D to lower brush D, and thence by wires F F and 6 to main-linereturn-current wire 6to center post of switch-board A, and the circuitwill be complete for one division of the battery on the locomotive andeach car composing the train.

It will be thus seen that the current traversing the maiirline wire willshunt at each car and perform its function of shunting throughout thetrain to the center post of the switchboard A, and thereby complete thecircuit. If the engineer desires to make a moderate stop, he willconnect his contact-arm with fixed contacts a and b, by which means headds another division of his battery to his electromotive force, thecurrent passing onto two main line-wires 1 and 2 branch wires 1 and 2instead of one, and taking two divisions in circuit instead of one, Band B Figs. 1, 2, and 15, the operation being otherwise .precisely thesame as in the former case, and in case an emergency stop is required heincludes all'divisions of the battery by contact of arm A with a, b, c,and d, beyond which he cannot go, and the same results follow as in theformer cases, except he includes all his eleetro-motive force and makesthe quickest possible stop. hen he desires to release the brakes, hemoves his contact-arm in the opposite direction until the lug on theheading A on the segmental part A of the arm A comes in contact with theinner projection, when he will close the circuit on fixed contacts d ande. Contact at will cause the current to run on line-wire4 and branchwire 4 on each ear to the fourth division of the battery B-that is, toeach division on each car in series of B and at the same time contact 6,being also closed, will cause the current to run on line-wire 5 andbranch wire 9 to battery B thence to solenoid, and through same back toreturn-current wire and to center-post, as in the former cases, theeffect of which latter operation will be to energize the the solenoid,draw in the armature, lift the switch-lever, connect and close thecontacts that have been open, and open the contacts that are normallyclosed, and thereby reverse the current through the armature of themotor, and release the brakes by means of the close of the circuit at eand of the electromotive force of division B of battery B, and on eachcar the brakes will not only be released, but entirely removed from thewheels. As soon as the brakes are released and the arm A is returned toits normal location on the insulated part of the switch-board and thecircuit is opened, the switch-leveron each car will be pressed down bythe weight of the armature of the solenoid and will return to its normalcondition. Thus it will be seen that the engineer has the most perfectcontrol of the brakes of his train, both in setting and in releasingthem, and that all the brakes in the train are simultaneously appliedand with equal pressure upon all the cars and all the wheels throughoutthe train, and should the train break apart and the cars become detachedand separated from each other 'the strain upon the rope H as heretoforeinclicated, will not only apply the brakes on each car by means of themechanism described,

mental contact and connect the same with the fixed contacts a b c dsimultaneously on the switch-board of the locomotive, and at the sametime notify the engineer by striking the bell-signal. (See Fig. 1.)

In case the train breaks apart and the cars become separated from eachother and the circuits on the main-line wires are broken no current canbe transmitted upon them. Hence I have provided an independentsub-system to avoid as far as possible the dangers resulting from suchseparation. To effect this object I provide means by which the brakes ofeach separated car, and all the cars composing the train, whetherdetached from the engine or not, may be instantaneously applied. Thissystem consists of the following elements of construction: first, acontinuous rope H and fixed pulleys H H second, a movable pulley H onswitch-lever H; third, spring with catch H and ll to release the same byhand; fourth, movable contact h; fifth, battery 13 and fixed contacts7L2 h sixth, transmittingwire 8, connecting fixed contact 71 of one poleof battery B by branch wires 8 8 8 8 with the circuit-connecting polesof all divisions of batteryB; and, seventh, branch wire S for returncurrent to the movable contact h at boss of lever H, and when connectedin circuit to fixed contact 7L2 to complete the independent circuit, theoperation of said subsystem being as follows: The circuits being broken,as previously referred to, on the mainline wires and the cars separated,the strain or pull upon the rope H by the act of separation, engagingand passing over the fixed pulleys H H and under and engaging the movbutit will also raise up the lever and seg-' able pulley H on each car, theswitch-lever closing the circuit through battery 13, (the currentconnecting the opposite pole thereof) and by fixed contact 7L3 and wire8 and branch wires 8 8 8 8 thereby connecting in circuit the motor andallthe poles of all divisions of battery B through the same to andthrough the motor to branch return-current wire G to wire 8 thence tothe contact of lever II to contact with contact-pole 7L3 of battery 13",thus completing an independent circuit and supplying the electro-motiveforce to each motor, and by the mechanism employed applying the brakesand retaining the pressure of the entire electro-motive force of thebattery until released by hand on each car. The running of the currentthrough all parts of the motor has been alreadyfully described, as inthe case of braking from the locomotive by the engineer, both beingprecisely the same to, through, and from the motor, in the latter thecurrent running onbranch wire S from (i to the movable contact h tofixed contacts 7L2 and 7L3 of both poles of battery ll to complete theindependent circuit, and, as well known, great danger and the mostserious results arise from the collision of detached and separated cars.This sub-system IS an important feature of the invention.

It may be noted that at the moment the motor starts to rotate, the firstrevolutions will meet with but little resistance, as when the firstpressure is made upon the rope connecting the truck-levers theelectro-n1otive force has only the slack to take up and the resistanceof the springs to overcome. The operating-force which applies thebrake-shoes to the wheels is made when the full force of each divisionof the battery is brought into action and the magnets of the motor-arefully charged for work. It is also an important factor in theapplication that the brake-shoes may be set back from the tread of thewheels as far as desirable in practical use, so as to prevent anypressure upon the wheels when the brakes are not being applied. Therelease of the brakes does not depend exclusively upon theretraction-springs, spring of the levers, and the back action, but uponall these combined with the reversal of the motor and worm shaft, andthe retractionsprings and back action have only to overcome theopposition or opposing force ofa pulley and flexible connectionsreleased from the tension of braking, so thatvpractically thebrake-shoes are simultaneously and instantaneously released from thetread of the wheels throughout the train, and the braking is done withthe most perfect equality of pressure upon all the wheels upon all thecars in the train.

It will be observed that I combine the operation of the brakes on thelocomotive by means of the switch-board, its movable and fixed contacts,and connecting-wires with the brakes of all the cars composing thetrain, so that by one manipulation or movement of the movable contactthereon the brakes are simult-aneously set on the locomotive and all thecars throughout the train, and by the reverse movement and contact thebrakes are simultaneously and correspondingly released. The specialobject of this combined system and mode of operation is to practicallyavoid as far as possible one of the most serious causes of disaster,which results from a divided systemthat is, when one manipulation isrequired to operate the brakes of the locomotive and another to operatethe brakes of the train, requiring two manual applications instead ofone. In a recent disaster-the brakes of the locomotive were instantlyapplied, but the engineer had no time to operate the brakes of the cars,so that the cars unbroken rushed upon the locomotive, upon which thebrakes had been applied, and the engine was whirled over endwise to thegreat destruction of property and the loss of human life. The engineerhad no time to manipw late the brakes of the cars and a fearful disasterwas the consequence ot this divided system. The number of cellsto beemployed in the battery for this work should have about two volts ofclectro-motive force, and the cells need not exceed ten ampere hours, asthe battery is in use at each application less than five seconds, sothat a charge of the battery to ten hours would give over six hundredapplications.

I have made the working battery, as shown, of twelve cells divided intofour divisions in multiple or parallel, and each division in series ofthree cells, which with a motorof onehorse power I deem sullicient forthe purposes required.

VVhat I claim, and desire to secure by Letters Patent, is

1. In an electric train-brake for railroadcars, the herein-describedsystem for applying and releasing the brakes of a train of cars from thelocomotive, which system is composed of the following elements: aswitchboard on the locomotive, movable and fixed contacts, andtransmitting-wires, and on each car storage-batteries, a reversibleelectromotor, reversing-switch, a solenoid to operate the same, andconnecting-wires, in combina' tion with a worm-shaft connected with andoperated by said motor, a traversing lug-nut on said shaft, tension ordrawing rods, and heading connecting the ends of said rods, a wire ropeor flexible connection connecting said heading with a movable pulley,said pulley engaging on the upper circle a wire rope connecting the longends of the truck-levers, and two fixed pulleys,one on each side of themovable pulleyengaging the said last-named wire rope on the under circleof said fixed pulleys, truck-levers, brake-beams, and brakeshoes,substantially as shown and described, and for the purpose set forth.

2. In an electric train-brake, the l1ercindescribed sub-system forapplying and releasing the brakes on each car of the train in cases ofemergency, which sub-system is com- ICO posed of the following elements:a continuously connected rope,one end fastened at the locomotive and theother end to the rear end of the last car of the train, and on each carfixed and movable pulleys, said fixed pulleys engaging said rope on theupper circle, and said movable pulley engaging said rope on the undercircle, a switch-lever near one end of which is pivoted said movablepulley to operate said switch, and at the other end an elastic movablecontact, a spring and catch to hold the lever in contact, in combinationwith fixed contacts, currenttransmitting wires, storage -batteries, areversible motor and connections, a sw.itch-lever and handle forreversing the motor, a spring and hook to hold the same in contact tillreleased by hand, a worm-shaft and connections with motor, a traversinglug-nut on said shaft, tension or drawing rods and heading, a movablepulley,awire rope connecting said pulley with said heading, fixedpulleys, a flexible connection engaging said pulleys and connecting thelong arms of the trucklevers, and the truck-levers and brake-beams, andbrake-shoes, substantially as described and shown, and for the purposeset forth.

3. The herein-described electric brake system for a train ofcars,including a motor for actuating the brakes, and anelectrically-operated switch for reversing said motor on each car, andaswitch-board on the engine for controlling the motors and thereversing-switches of the train.

4. The herein-described electric brake system for a train ofcars,including a motor for actuating, and an electrically-operatedswitch for reversing said motor on each car, a switchboard on the enginefor controlling the motors and the reversing-switches, and means formanually operating each reversing-switch.

5. The herein-described electric brake system for a train of cars,including a motor on each car for actuating the brakes thereof,havingaswitch on the engine for controlling said motors, and meansconnecting with said switch, including a cord extending throughout thewhole of the train, whereby all of the brakes can be applied from anycar of the train.

6. In a brake system, the combination, with the brakes of a car, of aflexible connection between the longer arms of the brake-levers nearestthe ends of the car engaging two pulleys with fixed pivotsor journals, amovable pulley engaging said flexible connection on the side oppositethe said fixed pulleys and between the fixed phlleys, a movable pulleyhaving attached thereto a connection with the heading, the drawing-rods,the traversing lug-nut, the screw-shaft, and the sprocketwheels andchain with the shaft of the armature of the motor, substantially asdescribed and shown.

7. In a brake system, the combination, with a motor and a revolvingscrew operated thereby, of a fixed sleeve, a traversing nut, a sleevesecured thereto teiescoping within the fixed sleeve,and guidespreventingthe rotation of said nut and its attached sleeve, substantially asdescribed.

S. The combination, with the brake-levers and brake-shoes, of the fixedpulleys,the movable pulley, the worm-shaft, traversing nut,

and the connection between the nut and movable pulley, substantially asdescribed.

9. The herein-described coupling for electric wires between cars,consisting of the insulated blocks having registering contactpoints andthe spring-key for holding them in engagement and in proper relativerelation witheach other, substantially as described.

10. The herein-described coupling for electric wires between cars,consisting of the insulated blocks having registering contactpoints oneach of the headings on the ends of the wires passing into said blockshaving a retaining depression or socket, and the springw keyv having itsretaining web adapted to enter said depression or socket.

11. The combination,with the switch-board, having a swinging armconnected with one pole of the source or sources of electricity andinsulated contact-points connected with the opposite pole or poles, ofan independent lever carrying a segmental contact-piece for connectionwith the same pole or poles as the said swinging arm, adapted tosimultaneously contact with all of said contact-points, substantially asdescribed.

12. In aswitch-board, the combination, with a series of contact-pointsarranged on acurved line, of a lever carrying a curved contact-plateadapted to contact simultaneously with all of said contact-points,substantially as described.

13. The combination of a direct acting and moving switch-lever pivotedto the center post of a switch-board having fixed contacts both forsetting and releasing the brakes, connecting-wires, storage-batteriesand connections, solenoid, switch-lever, a reversible electromotor,sprocket wheels, sprocketchain, screw-shaft, traversing lug-nut,drawing-rods and heading at one end of said nut and at the other end atubular covering for said screw-shaft, said covering having a headingwith two lugs or projections upon opposite sides to each other adaptedto traverse endwise in two channels or recesses provided therefor, and alarger and stationary tube, in the end of which the lug-heading islocated and into which it telescopes in applying the brakes,substantially as described and shown.

rections for setting and releasing the brakes, fixed contacts, main-linetransmitting-wires and couplings for running currents and com pleting'circuits, branch wires for connecting same on each car with the sourceof electrical energy, storz'tge-battcry, clectromotor and connections,screw-shaftand connections with motor, traversing"lug-nut, drawing'rods,flexible connections with truck-levers, and pulleys to operate the same,substantially as described and shown.

16. A sub-system for setting and releasing the brakes by hand on eachcar and 'automatically in case the train breaks apart accidentally,consisting of the followi ng elements, viz: a continuous rope made faston the locomotive at one end and on the rear end of the last car, andpassing through the train, a movable pulley and fixed pulleys, aswitch-lever, a movable contact, fix d contacts, and wires connectingone of said fixed contacts with the poles in electric circuit of themain workingbattcry wires connecting said battery with all parts of themotor to energize the same,wires connecting the motor after the currenthas passed through it with the movable contact on the boss end of theswitch-lever to complete an independent circuit, substantially asdescribed and shown.

17. The combination of a switch-board having fixed contacts, a centerpost for return current to complete circuit, a movable segmental-platecontact, a switch-lever, a continuous rope connected therewith tooperate the same, a retractionspring, a plate spring and catch, saidcontact covering all four of the fixed contacts on the switch-board,awire connecting said contact-plate with the center post ofswitch-board,transniitting-wi res,couplings, movable and fixed pulleys,main storage-battery, reversible electromotor and connections, andreturn -current wires, screwshafts, traversing lug-nut, d rawing-rods,wire rope connected to a movable pulley, fixed pn|- leys, and a flexibleconnection between and with the truck-levers to actuate the same and setthe brakes, substantially as described and shown.

18. In an electric trai n-brake, a switch-board having movable and fixedcontacts for the transmission of the current and for opening: andclosing circuits, in combination with a switch-lever and continuous ropeconnected therewith to operate the said lever, a segmental coutact-plate also connected with said lever, a current-wire connectingsaid segmental plate with the center post of the switch-board, a platespring and catch, and a signal-bell, substantially as described andshown.

19. The combination of the screw-shaft, the traversing lug-nut, amovable tubular covering for said screw-shaft, a heading and lugsconnected therewith, a stationary tube of larger size having recesses orchannels for the traverse of said lugs, into which tube the smaller tubetelescopes, an electric motor and connections with said screw-shaft toactuate the same, substantially as described and shown.

In testimony whereof Iaflix mysignature in presence of two witnesses.

AUGUSTIN I.

A M B LEI

